Electromechanical valve-operating means for internal-combustion engines



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L. N; BLAND m 1 BLEGTROMEQgiANIcAL VALVE OPERATING MEANS Eon 'INTERNAL couBusTIoN ENGINES Filed sept 12; 1925 LQ N. BLAND June 14, 1927,.

ELEcToMEcHANIcAL VALVE OPERATING MEANSV FOR INTERNAL GQMBUSTON ENGNES.

Filed sept. 12,. 1925 5 Sheevtm-Shst 3` 1 um 14, 1927. j

ELEGTROMECHANICAL'VALVE OPERATING mEANs'FoR INTERNALVCOMBUSTION ENGINES @Tmc i* Patented June' `14, 1927.`

nEoNARn. uonwoonnmnnfor NORTH SYDNEY, NEW seufrnl WALES, errements, .es--- SIGNOR-*To BLAND MAGNETIGVALVES LIMITED, or SYDNEY, NEW Seurin wer-.11s,A

` AUSTRALIA, A CORPQRATIO'N or New'. SOUTHTWALESMUSTRALIA.

' nnncmnojgincnnnrcen, VALv-E-OEERA'MNG i kneus" non mcennmlneosusafrou ENGINES.

Application measepteib'erjiz, `1925, serial, nu. 56,008, anainisestrana ewhen20,.1924.` i i This invention r elfat'egt 'rey3X-SUOI?V Valve,

'K Opeaflg V@lne-His for internal` combustion en; i gin'es. It relates `inparticular tojvalve op#k Y i ating means inwhiehft-lie valve'niovements `y are controlled 4electr'oneagnetica'lly'and `it consists inA the novel features in electro-mag netic valve operating vmeans which are helfe.`

' n inafter described in detail.

v Ina'll4 cases-thefiletvalvesare closed by springszas 1nA usual practice in. internal co1n` .bustion engine co'nstruetion,f` and they e are lifted against*thegclesinvlggfv pressurefof' the springt'by electro-magnetic'action.` The eX- haust valves. are no'rinally held open by i f springs insteadlof (as is the usual lprae'tce)k being closed- ,by. springs; these valves Aareclosed byelectro-mag`neti"e action ol'jeralti:ng

plosionr stroke. I*Asl soon, as the pressure the' exhaust valves is vthus effected irrespeef tively ofthe/release of. the, solenoid pull von fthevalvejhe lift of valve happening in.

, l stan'tly` the pressure-withinithe cylinderfallsA tov the predetermined point dat which 'itis-"dej 1 sire-ble thatevaeuatiom should. congruence;

. this is an important feature of vtlieqinventien.

` apa-rt frompthe, advantage of obtainingja rapid fullway opening for `the exhaust With:-

'exhaustasl must happenin :the easey of vany caniliftedvalve. rIihe automatic opening: o

the' exhaust valve obedient to the pressure i Variation in.` the cylinderA niakes-it practi- 'eableto'eieet reversing of they engine by valve"is1controlled1 throughone segment of the rotary distributor.4 for ahead running yand through; a-nothen segment of! they r-otarydis# kfor everyv fem' cylindersJ butfthefexhaust l 65`r to Figs 1,5, and 17.`

. s neids release ythese,valves .duning 'the 1eX- 'n v vfithinia` eylinderfffalls' to the predeterniinedA point it becomes ineffectual ffonholdlngthe vexhaust value dow-n on@ its. seat;l audit-he'v spring Vthen ,operating lifts the exhaust? f valve. Autoinatie'very. rapid.` opening of' 'mains open. e Thev engine can consequentlyjj" out wire drawing at the commencement rocking thebnush carriers.l VThe;brushes are. 7 set/9()o apart andthe earriers-.are adjilstablev carrier controlsV the inlet zvalve A;. the, exhaust.,

i utilized asa slidefbearing for the valve 'steinx e a rocking- Inovenien't .of the carriers f 'the change over is-accomplishedinstantly' for reverseinstead! of ahead` running, or'vice versa. Inthe `,case of multiplecylinder gnes, two rocking Ybrush carriers2 eaclica/rryi ing' two rocking brushes; are *cross* coupledv valveV control" segments' respectively" operate with `the solenoids `of twoeylinders onlyg" i this willi be' explained'in 'detail with referentie, .i

switches kare` Lprevided in-fthe S'Qenoidycirb @um BY Opening" these.V Switches' the solei;

nOidS which? they bonnemo, the rotary dis; e e Y i trbutcr are"rendered ncperatve. In;1 these circumstances they inlet valve of the cylinder"` Y which is cut vout by opening'thesvvitehesfafs-4 V soeiated uffffltlifit-sY solenoi'ds"remainsjfclose' and the exhaust` valve .Aoftliat eylinderfgr berun lon the `remaining cylinders; leaving; the piston` of Clie Cut O'UC- cylirile to operate; y

idly and safety. "It vis tliuspossibule toy, s g useasmany cylnde'rslcf a multiple cylinder K engine as may be required, lleavingjtlie other cylinders of it inoperative.

e The `inveiuzion is usable Withuenginescf' `the Dieselijt'yp@ an appropriatenuinbef' segments on Vthe rotary fdistributor'-beingvv inl the caseof other internalcombuston gines, the exhaust valve is no'rnia'lly opened i ,by a spring, but "leSlleld 'closed against the. y f springby a solenoid whilst"`the solenoidfpis ,95 y

energized'. The-Other three valves-/ef'vthefA vengineare' -springjelesed' and are openedy 'n e thet solenoids ,associatedwithv them respeC-fy Y tivelywhen tfhosel solenoids are energized. l

The solenoids aredesigned` to exhibit only 100 a small! degree. of magnetic reluctance-and `their frame .portions and larelaccordiugly,1 e ,constructed obronze7 or. other paramagnetie metal. An `imn-score piece` which may;` be:

isltt'edin oneend ofthe core-andthe arma ture is itted on the valve stem to work in the other end of the core, and this armature is formed with a flange head which is located at the end of the coil; this arrangement has been found successful in practice for securing rapid and efficient operation of the solenoid and consequent satisfactory operation of the valve associated with it.

In the accompanying drawings Fig. 1 is a transverse vertical section through a single cylinder tour cycle inter nal combustion engine having solenoids controlling the valves, and a rotary distributor controlling the supply of current to the solenoids which are mounted on the side of the crank case, the distributor being geared to the crank shaft in 2:1 ratio;

Fig. 2 is an enlarged sectional elevational view of the solenoid which controls the inlet valve;

Fig. 3 is a similar view relating to the solenoid which controls the exhaust valve;

Fig. 4 is a perspective view of the rotary distributor Fig. 5 is a sectional elevation of the rotary distributor for a one cylinder engine, and Fig. 5A shows the manual levers by which the distributor is adjusted for variation of valve timing and ior effecting reverse of the engines direction ot rotation;

Fig. 6 is an end view of the rotary distributor;

Figs. 7, 8, 9, and 10 are transverse sections through the rotary distributor on the planes marked 7-7, 8-8, 9-9, and 10-10 respectively in Fig. 5;

Fig.`11 is a ysemi-diagranimatie view showing the engine piston at top stroke about to commence the down suction stroke, with the inlet valve just opened and the exhaust valve just closed;

Fig. 12 is a semi-diagrammatic view showing the piston at the bottom end of the suction stroke and both valves closed;

Fig. 13 is a semi-diagrammatic view showing the piston at top stroke and both valves closed, this being the full compression and ignition position;

Fig. 14 is a semi-diagrammatic view showing the piston at the bottom end of the power stroke, the exhaust valve open and the inlet valve closed.

The rocking brushes and the rotary distributor segments are shown in these four views, Figs. 11, 12, 13, and 14, circuited to the respective electro-magnets for ahead running, the rotary distributor segments being in .each case shown in the position they would occupy Jfor the piston and valve positions which are respectively indicated in the several views.

Fig. 15 is a semisdiagrammatic view showing portion of the cylinder head and the valve casing of a four cylinder engine with all the valves closed except the inlet valve of No. 1 cylinder and the exhaust valve of No. 3 cylinder, and the several solenoids circuited through coupled switches to the brushes of the rotary distributor through which these solcnoids are respectively controlled;

Fig. 1G is a longitudinal section through the rotary distributor ttor a four-cylinder engine; Y

F ig. 17 is an end elevation ot the iour cylinder rotary distributor, showing the cross coupling arrangement used 'l'or ensuring corresponding rocking movement of the brush carrier spindles to change the running from ahead to reverse, and

Fig. 18 is a semi-diagraminatic View explanatory oi the application of the invention to an engine of the Diesel type.

The direction of rotation of the rotary distributor tor ahead ruiming is shown by the arrows in Figs. 7 to 14. The insulated segments on the rotary distributor are shown in full black areas, whilst the conductive segments are shown in unseetioned areas. For reverse running the distributor rotates oppositely to the direction shown by the arrows.

In Fig. 1, 20 is the inlet valve, which, as shown, is a valve of the well-known poppet type. The exhaust valve 21 is also a poppet valve. 22 is the inletvalve spring; it holds the valve 20 normally closed. 23 is the exhaust valve spring; its bottom end abuts on the fixed support 24 and its top end bears against the detachable collar 25 which is 'keyed to the valve stem; this spring operates normally to lift the exhaust valve 21 and hold it open. 26 is anl inlet valve solenoid, and 27 an exhaust valve solenoid. 28 is the rotary distributor, and 29 the timing adjustment control link which is pivotally attached to the rocker arm 30 which will be referred to later. 81 is the reversing control link which is pivotally connected to the rocker arm 32. The operation oli' this arm will be referred to later. 33 is the engine piston.

In Fig. 2, 34 is the inlet valve stein, 35 the solenoid side frame, and 35 the bottom frame of the solenoid. The side trames 35 are constructed of brass or other paramagnetic metal, whilst the bottom frame 36 is of soft iron. It is mounted by brass pins or bolts 37 on an appropriate part of the engine framing, 38 being a brass plate or other magnetic insulator interposed between the frame 36 and the engine body. The top plate 39 of the frame is of soit iron and is tubularly extended as shown at 40 in to the core space of the solenoid coil 41. It extends about half way into this core space and it provides a slide bearing for the inlet valve spindle 34. At the bottom end of it this valve spindle is armed with a sott iron armature 42; this armature is flanged at 43 below the bottom rapidly, Compressihg in'githei-nlet Valver20. c -f sinilar typeoffconstruction isfusedin "theiexhaust valve solenoid. As shown in v Fig. 3, the exhaustv vvvalve spring 23e`talres f its l abutment-on the brass ,capi 4st whichv is; convenientlytitt'ed on thetopend: ofthe" solel noid frame# The magneticcorepiece 455 isin i tliifsfcaseA located in theflov'ver end of the 4Core space ottheeoille, and thev armature47- has its'. :flange head portion 48for1n'ed' at the upper part of it `Where it Will be under the influence ofthe-top end ofthe coil 4:6. They 4 are;brouglitftov the contacting" position: andi the brushes? 2 areflfted, Whilst in thesotheri armature is" fixed Vto the'V valve vspindle` by meansoa split pinjgor by'aiiyother mechanie;

" y'position of the spindle 5,7 the`brusjhes71are 5U isaa 'link beltor` other' dri-ving ineansfor communicating 'halt' t'iine ro'tati'onalt Inovek mentjfroni theenginejsha'ft to the rotary f distributor shaft .51aVA 52 is" an insulating bod-y having a? met-'ali drum 53 0f bronze iixed,

f upon' it; the*suri'-acejof4` this drumV is inter 1 ruptedb rinserted segments'e of vulc'anite or'lilte; insulating `Inaterial; For a *single Vc; .cylinder enginetliedisposition-of the insulate v 30'- ing segments 54 is shown in Figs, 1l to 14,

tliednsulated'f jortionsibeiirg shown'lin full black in allth'e gure's'.-`l 555is a rockingtra-mev rection.l

sleeved over. theshaft 515 and extended' j tlroug'hthe?outboard bearing 56,` v Upon it' the` controlarrn SOfissfiXed' Thisffraine 55i 4 carries the roelt'spindl'e 575 onil which the brush` lioldersare fixed -ineansLA of pinching i sci "ewsfS"v or? otbenjWise.V The overhangingend' offtlieprock spindleb carries the saddle 4U i 30 and132'respeetivel3r are connected tothe l lia-rid levers"k 5`9 fand* (SOWWluich` aref mounted Within easyfreach ofthe driver of a vehicle in Whichztlie engine vis installed to enable.vv himt' control rtlije valve timing.y andftlieVv directionof rotation'0 ofthe' engine. "The lever 32"' is carriedon an arb`or'62vvhicli1isi1 offset from the A'side voil" the rocker' `frame 55; o Itis f'rnied Witlr"-clatv ends 63-6t;""tl1ese` cl'awV ends bear on a saddle piece 65'V vvliidi regulation.; The actual tiine of openingof is fixedon the"VV rock" spindle. '57; When' the ylever 32 ijsv pulled in lone direction it l fbears the elavv 6S'down on jthe `.saddle piecef'f, so rocking thef'spindle 57an'd the brush carriers* 66"` in one'A di;-

tpP'ihg-J a When' the lever" 32" is Inovedfre' fsa'dfdle'` piece 65 andv tipsy the brushes in' the opposite direction. f Thu'seitherf` the [ahead] 1 brushes ontheY astern`brushes-- are brought As shown in Figs. A11 to 14, the' first' rock'- fingbrusliif" supplies current to .the disdynamov driven by the engineyor in the case of a; fixed'I` engine, from any independent",- source.y The left handset of brushes', these` brushes''being` each nuinbered*71,V are vthe" aheadv 'running brushesr y'Ehe Abrushes;

vrinarked 72 in these iiguresarethe'reverse` runningbrushes When the rock spindle 571isl moved in one direction the brushes 751i iiftedand the brushes- 72 .broughtwuie @en-5y 4tacting position. The particular'rnethodu f mounting the brushes in the brush carrier 5r ,f

is of no importance; "A- simplelnethod"olii"u 90' trat'edfin Figs. 9land`10.v Inf'these figurestheA i l; brush carriers 66 are Yeaeh ariiiedonftle back of thein with springs 741 t'llhesew mounting `which iis'` quit-ef ei'eotive isl illus sPIings Vbearl on`- tlre bask ends of carbon-L5.

brushes 71472 which yarie slid'ably housed-gin* ing the" brushassernbly. This casing fis )fixed tothe roekingfrarnel. Asimilarare` druin.A

In the operation gine, 4assuming that the brushes are setffor of' a Single cylinder n-1 flou condenser 77 (Figs. 11-145)'1nay-be in-4 troduced1 linl parallel inthe vcircuit of 'each ofthe sollenoidsto minimize spark-ing trou-fk bles at the brush eonta'ctsonv the distributor' ahead ruiming,` the inlet valve is opened' by i the operation of itssollenoid Wl'ientheA brushV l rContacts with they conductive portion off the "distributor"drum 53." lThis point f'isf variable according to tlieadjlustment or? the hand lever 59y by Wl'richfthe trarney 55 iis rocked to` traverse the brush` assemblyr round the distributor drum` sufficiently' for timing' piston or' may 'more' or lessJv precede; or follow tliatjposition. In the suction stroke the inlet valverernains open and achargeistaken f,

menced',v the inlet valveis closed. Meantimethe exhaust valvehasbeen held closedf-byfits solenoid." Both valves, being-now closed, re-

mainso, the inlet valve held by its: spring and theexhaust valveheld' by its selenoid i fired and a condition-of high pressurethen.

in. At the bottomendstrokeyorvery soon; `after the lupeco'inpression stroke is corn-f exists in the cylinder. The power stroke now commencing, the internal pressure progressively diminishes until a point is reached at which this pressure acting on the top of the exhaust valve is insufficient to hold it down against the lifting force of its spring 23. The exhaust valve solenoid is Cle-energized when the brush 71 serving it has passed on to the insulated segment of the distributor drum. That occurs soon after ignition has taken place and whilst a condition of high pressure exists within the cylinder. The exhaust valve, being thus held down by the pressure alone, is opened suddenly by the spring as soon as the internal pressure in the cylinder is insuliicient to overcome the spring reaction. A very rapid opening of the exhaust valve thus occurs, and the burnt gas is evacuated in the usual way. The exhaust valve solenoid is energized again just about the time the piston is at top exhaust stroke, depending upon the adjustment of the timing lever. The same cycle of operations is continued indefinitely.

When the brush carrier spindle 57 is rocked to bring the reversing brushes 72 into operation, the time at which the inlet and exhaust valves are respectively moved by the solenoids and released by them are appropriately changed to procure reverse running condition. An instant change may thus be eected from ahead to reverse, passing through the intermediate momentary position when both brushes are simultaneously lifted from the distributor drum.

In the case of a multiple cylinder engine, as for instance, an engine such as indicated in Fig. 15, the distributor drum may be arranged appropriately or any desired iring order of the respective cylinders. As shown in that figure, the arrangement is for the firing order 1-3-4-2- The inlet and exhaust valves are marked respectively I and E. The solenoids of each pair of them are circuited through coupled switches to the related distributor brushes. When any switch 80 is opened the solenoids which it controls remain entirely inoperative, with the result that the inlet valve is held permanently closed by the action of its spring, whilst the exhaust valve is held permanently open by the action otl its spring. That particular cylinder will therefore remain idle, its piston movement operating only to cause ato and fro flow of exhaust gas through the exhaust valve port whilst the other cylinders remain in eii'ective operation.

A convenient arrangement is adopted in this case to minimize the number of segments in the distributor. Two brush carriers for the solenoids of cylinders which are 180O apart are itted at diametrally opposite points in the rocking frame. Each distributor segment is thus made to serve two cylinders. But it is necessary to provide an additional segment for reverse running for each pair of cylinders. The distributor drum will in this case have one continuous reception segment 80 (Fig. 15), two inlet valve control segments 81 and 81)., and four exhaust valve segments 83, 84, 85 and 86. Two double brush carriers are provided ior each of the inlet segments 81, 82, and two single brush carriers are provided i'or each of the exhaust segments 83 to 86. The cyclic operation of the several valves can be readily followed from the diagram.

In the distributor used in this case, it is necessary to provide an arrangement for reversing the brush carriers in pairs. In the arrangement already describedV with reference to Fig. 5, the reversal was eiected by rocking the spindle 57, but in this case there are two spindles and 91 each functionally corresponding with the rock spindle 57 (Fig. 5). A, rocker claw 92 corresponding with the rocker claws (i3-64 (Fig. 6) is provided to control the second set of brushes. This is mounted on an arbor 93 and is provided with an offset arm 94. This offset arm 94 is connected by a link 95 t0 a corresponding oppositely offset arm 96 on the upper claw piece which is numbered 63- G4 in correspondence with the numeration on Fig. 6.

The operation of the system in connection with an engine of the Diesel type is shown in Fig. l18. In this case 100 is the free air valve, 101 the fuel valve, 102 the air pressure starting valve, and 104 the exhaust valve. The exhaust valve spring 105 is arranged to hold the exhaust valve 104 normally open. That valve is closed against the pressure of the spring 105 by the operation of its solenoid 106, the construction of which, like that of the other solenoids 10T- 108 and 109 is in this arrangement similar to that described already with reference to Figs. 2 and 3. The circuits through these solenoids are brought through a contact changing device 110. In the full line position of the movable element 111 of this device a circuit is established to the several brushes to procure the operation of the valves in cyclic order for normal running. lVhen the movable element 111 is pulled over to the dotted line position, a circuit is established governing only the starting air valve 102 and the exhaust valve 104. The engine may thus be turned over in the usual way, and at the proper moment the movable element 111 reversed to the full line' position, whereupon the air starting valve 102 will be rendered inoperative and the other three valves will be controlled in the usual cycle. As in the preceding cases, the insulated segments on the distributor drum are shown in full black and the conductive segments are shown clear.

In the speciiication and in the claims the term s olenoildsv` is to be 'construed as in`` cluding electromagnets. e What I claim as myinvention `and solenoids arranged to open them against said `hold them "closedagainst said springs; and v* `a distributor with a drivingconnection to kthe engine and arranged to close the circuit of a source of currentthrough the respec tive solenoid windings inoperative timed order.`

2Q Valve 'operating means according to `claiml adapted formultilcylinder engines, Y including a rotary barrel distributorhaving y L a rotatably adjustable brush carrier frame,

two .groups of brush carriers at diame- ,f trallyoppositepositions in said frame,rmeans for rocking said'frame toalter the timing.

desire. to secure by Letters Patentimn L v 1.'4 Valve operating means` for an internal Y combustion engine', comprising inlet yvalves* having vspringsarranged to close'them and of vthe circuit make and break, and contact.

brushes' on said carriers respectively wiredto Y the kvalve operating solenoids. y 3. Valve'roperatingmeans lncludlng electro-magnets and arotary segmental current e y distributor having two groups Ofbrush car-'JV y riers on a rocking frame as herein described,' 'characterized in that the brush holders` are d-ouble ended andfare adapted toghe tilted manually for adjustmentr tol ahead and v ,reverse running positions respectively, f

vand in that the carriers are cross connected. 4. vValve operating means according to" claim 3 includinga kswitch 1in yeaclrelectro# magnet circuit, saidV switches adapted for closing and opening said circuits, and characterized in that by the openingof the cir-` A l with any particular cylinder the inlet'valve y of that cylinder is caused to remain closed e cuits relating `to the solenoids associated and its exhaust valve toremain open whilst the other cylinders are functioning nor-e` emally; v e f v In' testimony wher of I "have signedV my.4

.nameto thisspecification. i,

y LEON,Amilla()swoonlamina*` t 

